Power transmission



Jly 13,-1937. c. J. ANDERSON, JR l 2,086,889

POWER TRANSMISS ION July 13, 1937. c. J. ANDERSON, JR 2,085,889

POWER TRANsMfs/sioN Original Filed July 6, 1932 5' Sheets-Sheet 2 July 13, 1937. c. J. ANDERSON, JR Y 2,086,889

POWER TRANSMI S S IONl original Filed July s, 1952 .5 sheets-sheet-y 5 A ga/um A lndensow, Ji?

July-13, 1937. r C. J. ANDERSON, n 2,086,889

yPOWER TRANSMI SS ION origina; Filed July e, 1932 5 sheets-sheet 4 21a ,7f7l?@./. 216 278 July 13, 1937,

C.'J. ANDERSON, JR

POWER TRANSMISSION Qriginal Filed July 6, 1952.

' 5 sheets-Sheet 5 Patented July 13, 1937 'r OFFICE'.-

lPOWER. TRANSMISSION v Charles J. Anderson, Jr., Jamestown, N. Y.

Application July s, 1932, serial No. 621,080 vRenewed December?, 1936 75 claims. (cl. 18d-vol This invention relates to power transmissions ofthe type in which the ratio of torque and speed transmission from a driving shaft to a driven shaft may be varied continuously and gradually within the limitations of operation of the ,trans-l mission and wherein this variation of ratiomay be made to take place automatically in accordance with the conditions of load and speed. The objects of this invention are: (1,) To provide an automatic, continuously variable, transmission of simple and rugged mechanism which will automatically vary the ratio'of transmission between two shafts to secure lthe optimum ratio for any given condition of load and speed. i

(2) -To provide a transmission of this type 'comprising relatively few simple mechanical4 elements-12:.-4 y

`(3) To provide a transmission in which variation of ratio is secured by selectively transferring ,torque impulses from the driving member to the 4a driven shaft.

(5) To provide an automatictransmission having control means by which'the direction ofxm'otion of the driven shaft may be readily reversed.

(6) To provide an automatic transmission having control means whereby an element of the transmission may bemade to operate `as a brake.

(7) To provide an automatic transmission riable, transmission for automobiles which is readily adaptable to axle constructions wherein the centrally located power transmission mechanism in the driving axle may be rigidly secured to the automobile frame, flexiblel transmission 5 shafts being provided from this mechanism to the wheels for permitting relative movement between the wheels and frame.

(10) To provide an automatic, continuously variable, transmission which may be located in 10 the position at the rear of the engine in which the clutch and sliding gear transmission are conventionally located.

(11)- To provide a rugged and -reliable one-way clutchmechanism which will maintain its efl- 15 ciency over long periods of continuous operation at high loads and speeds.

(12) To provide'a novel form of torsionally resilient'shafting which may also be capable of a -certain amount of bending movement while 20 transmitting high torque,

(13) To provide acne-way clutch including a uid pump having means for cooling the fluid circulated therethrough. y

(14) To provide a one-way clutch including a 25 uid pump in which uid isxinjected into the pump at greater than atmospheric pressures.

(15)- To provide a one-way clutch having a fluid pump and means for limiting the fluid pressures developed-therein to safe values.`

(16)`To provide an automatic,- continuouslyvariablc,'transmission having control means by which speed and torque outputin a given direction may be controlled entirely by a single` foot pedal, equivalent to the conventional accelerator, 35

`. in which free wheeling may be eifected'automatisuitable for installation in a motor vehicle in may be effected by further'retractive movement place of theA conventional friction clutch,4 sliding gear transmission, and geared rear axle drive whereby these conventional elements may be eliminated without sacrificing any of their per' formance characteristics and at the reducing the cost of manufacture.

(8) To provide an automatic,. continuously variable, transmission for automobiles in` which same time power is transmitted from the forwardly located of thev 'singleI control pedal and yet without causinglthe vehicle to actually drive the engine, manually operable means preferably beingalso pro- 45 l' rear axle of the chassis of Fig. 1.

' Fig. 18.

Fig. 3 is a cross section on line 3--.3 of Fig. 2.

Fig. 4 is a cross section on line 4\,4 of Fig. 2.

Fig. 5 is a partial cross section on lline 5-5 of Fig. 4.

Fig. 6 is a partial cross section on line 6-6 of Fig. 4.

Fig. 7 is a partial cross section on line 1-1 of Fig. 2.

Fig. 8 is a side view of the control mechanism.

Fig. 9 is a top view, partially in cross section, of the control mechanism of Fig. 8.

Fig. 10 is a detail of a part of the control `mechanism of Fig. 8.

Fig. 11 is a transverse section of an automobile Achassis embodying a second form of the invention.

Fig. 12 is a partial cross section of the mecha: nism of Fig. l1 corresponding to that shown in Fig. 5.

Fig. 13 is a cross section online Fig. 12.

Fig. 14 is a cross section of a modified form of one-way clutch.

Fig. 15 is a cross sectional view of the rear part of an automobile showing a means for cooling the fluid circulated through the transmission.

Fig. 16 is a plan view of an automobile chassis embodying a third form of the invention.

Fig. 17 is a cross section on line I'l-I'l of Fig. 18 is a plan view of the internal mechanism of the form of the invention shown in Fig. 16.

Fig. 19 is a cross section on line |9-l9 of Fig. 17.

. Fig. 20 is a detail view showing a modification of the mechanism illustrated in Fig. 17.

According to this invention an automatic, continuously variable, power transmission may comprise a one-Way clutch, preferably of the uid pump type, means 'for 2oscillating the driving member of the one-way clutch and a torsionally resilient connection between the driven member of the one-way clutch and the ultimately driven shaft. The driven member of the one-way clutch should preferably, but not necessarily, have greater inertia than the driving member thereof. These three elements when suitably connected to a source of power and a resisting load,.will act automatically to transmit torque to the driven shaft in accordance with the load thereon, and the difference between its speed and the speed of the driving shaft. The operation may be briefly explained as follows:

.With the speed of the driving member at a lw value such that it will not turn the driven shaft,

the driving and driven elements of the one-way nately wound and unwound. On the forward stroke the driving member transmits its motion 4to the torsionally resilient member through the clutch while on the back stroke the driving element is moved by the source of power, the driven element being moved solely by the energy stored in the torsionally resilient element. As the speed of the driving'member is increased, a point is reached at which the source of power can rotate the driving element of the one-way clutch on its back stroke faster than the torsionally resilient element can rotate the driven element of the one-way clutch backward due to the inertia of the latter. Under this condition, as soon as the backward movement of the driving element of the one-way clutch is completed, another forward movement begins and immediately the one-way clutch takes hold and drives the driven element of the one-way clutch forward before it has had time to complete its full backward stroke. At the completion of this forward stroke the torsionally resilient element will be wound tighter than it was at the completion of the next previous forward stroke and if the resulting torque on the driven shaft is sufficient, it will be rotated forwardly to permit the torsionally resilient element to unwind. This action is repeated upon4 successive cycles of operation, thus producing forward motion of the driven. shaft. ,The amount of torque produced at the driven member is thus automatically maintained to that required by the load as long as the speed of the driving member is kept up to a point where it will produce such a torque.

In Fig. 1 there is shown an automobile chassis having a frame 2 in which is located an engine 4 having a throttle control lever 6. A housing 8 contains the mechanism of the automatically variable transmission. Power is transmitted from the engine to the housing 8 by propeller shaft I0. The housing 8 may take the place of the conventional rear axle housing and carries at its opposite,extremities the wheels l2.

Referring to Fig. 2, the wheels l2 are carried on a driven shaft I4 rotating in bearings I8. The propeller shaft I0 enters the housing 8 on its forward side and is journaled in a ball bearing I8. Immediately to the rear of the bearing I8 the shaft I0 is provided with means for oscillating the driving member of a one-way clutch, which may consist of an angularly offset portion 20 forming thebase element of a swash plate. In the rear of the portion 20 the shaft I0 is again coaxial with its forward portion and journaled in a ball bearing V22. On' the portion 20 of shaft I0 is mounted a pair of antifriction bearings 24 upon which is journaled a sleeve 26 havin-g cut- 3 4 which may be coaxial with the wheel shafts and which carry the driving member of a oneway clutch, designated generally in Fig. 2 as 36. 'I'he driven member of the one-way clutch is connected by means of flanges 38 'to a torsionallyis connected by means of a flange 42 to driven shaft I4.

In Figs. 3 to 7 is shown a preferred form of connected by means of a shaft 48 to the flange 38. The shaft 46 is fastened by means of 4a flange 48 to a plate 50 'which is removably attached to the housing 44 for permitting assemone--way clutch which comprises a housing 44 l bly ofv the device and access to the mechanism for repairs.` The housing 44 vhas-three bearings `abuts against a correspondingly shaped surface 68 in which yare located two ports 62 and 64. hThe outer surface of the cylinder has a port 66 equal in width to the ports 62 and 64 and to fthe space between them and is adapted to register with either port in certain positions of the cylinder 56. Each port 62 of one cylinder is connected by a passage 68 Within the housing 44 to a three-way valve 18 which is in turn connected to a passage 12 leading to the'port 64 of the adjacent cylinder. The valve 18 is also connected to a passage 14 leading to an internal fluid containingl space 16 within the housing 44. Each passage 68 and 12 is in communication with a passage 18 leading to a spring-tensioned safety valve 88'.' Within each cylinder 56 is located a pistons 82 have spring-tensioned intake valves 84 which are adaptedto permit uid to pass from into the cylinderchamber.

The lower part of each piston 82 carries a sector-shaped bearing 88 which is held in contact with an eccentric 98 by means of beveled, an-

nular, rings 92 urged by corrugated at springs 94 against the correspondingly beveled sides of the sectors 88.` The tot-al circumferential length ofthe three sectors 88 is somewhat less than a complete circle in order to permit relative displacement of the sectors about the circumference of the eccentric 98 during rotation of the same, inasmuch as no pivoted joints are pro-- vided between the sectors 88 and thel pistons 82.

Flang'eddisks v96 are provided on either Vside of the-eccentric 98 to rhold the springs 94 and rings 92 in place. `The flangesof the disks 96 also slightly overlie the sides of vthe sectors 88, but` dol not necessarily comein contact with them.

The sectors 88 are maintained in contact with eccentric 98 by the, action'of springs 94 which push the vbeveled rings 92 againstthe correi spondingly -beveled sides of sectors. 88 forcing them vtoward eccentric 98. The eccentric 98 toa getherwith the disks 96. is secured to the shaft 34 bymeans of a. key 98 and a nut |88 whichy latter clamps the.` eccentric and flanges against a` flange |82 removably secured to the shaft 34.

A nuid passage 91 conducts lubricating fluid to the bearing surfaces from a passage 208 to be l later described.

Means may be provided to prevent uid leak- Vage between the housing 44 and the shaft 34 ||4 inside the bellows |84 presses the disk ||8 against the disk ||2,"disk ||8 rotating with `the .housing 44 and disk ||2 rotating with shaft 34.

Referring n'ow to Figsr 3 and 5 there is illustrated therein means for moving vthe three-way valves l18 including gearing and linkage foroperating the same from outside' the housing 8.

The valves18 have shanks ||6l which extend] through the plate 58 upon which is formed a boss ||8 at each -shank ||6. The boss ||.8 is

screw-threaded externally to receive a stuffing box cap |28 for sealing the `passage around Vthe controlrod |54. piston 82 adapted to reciprocate therein. The

through -theshaitl tothe lubricating passage 91 and to the extreme end of shaftA 34 whence it discharges iluidinto the-central space V' I6 of the :housing 44. As' shown in Fig. 2 thespiral porshank ||6Iby means of packing |22. The ex-v ternal end of shank 6 carries a bevel gear |24 which mates with a bevel gear |26 mounted on a shaft carried in a bearing |28 at right angles to the axis of valve shank ||6. The bearing 28 5 is carried by a bracket |38 mountedA on' the flange 48. A spur gear |32 is secured to the opposite end of the shaftl within the bearing |28 and turns with bevel gear |26. Upon shaft 46` is mounted a sleeve |34 connected to the 10' shaft 46by means of a feather key |36 for'axial sliding without relative rotation. Upon the sleeve |34 are mounted three racks |38 which mate with the gears |32. At the outer end of sleeve |34 is carried a pair of flanges |48 between which is 15 located a thrust fork operated by a lever |42 securedto a shaft |44. The shaft |44 is pivotally mountedy in a lug |46 (see Fig. 7) in the housi-ng 8 and extends therethrough at the top to receive a. lever |48 (see Fig. 1)- having an upright 20 pin |58 which is received in a slot |52 of the d The control rod |54 extends forward underneath the floor boards of the automobile and at its forward end has a right.angle bend- |56 (see 25 Figs. 8 and 9) `which enters a slot in a slottedv lever |58, shown in perspective in Fig. 10. Lever l |58 is secured to a shaft |68 pivoted in a bracket |62 at |64, the shaft |68 .being located at the midpoint of the slotted. lever |58. Rigidly secured 30 to the lever |58 is a Alever |66 having a roller l |68 at its outer end. Pivoted at |18 in a. bracket, |12 is a control pedal |14 having a link |16 connected to the throttle lever 6 of the engine 4 by means of a lost motion connection |11." 1 7Auspring, 35 not shown, holds pedal |14 in upright position. Rigidly secured'to the pedal |1'4 at its pivot is a cam |18 having a short rise portion |88 and a longer dwell portion |82. A spring |84 urges the f lever 66 with its roller |68 into engagement with 40 the cam |18. Secured to the bracket |62 is a tube |86 within Iwhich is shdably vmounted a stop |88against which the lever |66 may rest when' not in engagement with the cam |18'. The stop |88 is secured to the movable element of a. 45 Bowdencontrol wire |98 which leads to a controlling handle, not shown, which may be mounted upon the dash board for adjusting the position of the stop |88. A foot pedal |92 which may be placed in the position usually occupied bythe 50 clutch pedal in a. conventional automobile is pivoted at |94 in a bracket |96 secured to the frame of the automobile. A rearward extension |98v A 'the shaft lo behind the bau bearing 22 is located a uid pump 282 which may be of any suitable construction such as the well known gear type. An inlet pipe 284 leads from the-bottom of the case 8 wherein a pool of fluid is maintained. Any

fluid may be used having lubricating qualities and a low rate of viscosity change with temperature. The outlet pipe 285 from the pump 282 is 65 lformed into a spiral portion 286 from whence it leads into a. passage 288 formed in the yoke 32 and thes'haft 34. The passage 288 leads centrally tion 286 of the pipe 284 permits a limited oscillation between the yoke 32 and the outlet of the 75 fluid pump 202 without resorting to rotating or sliding packed connections.

The operation of the mechanism so far described may be explained by considering the actions which take place under the following set of different conditions of load and speed. For facilitating the explanation let the engine torque and speed be designated as T1 and N1, respectively,and the wheel torque and speed as T2 and N2, respectively. Neglecting for the present discussion any losses due to friction and to slight delays in valve action inthe one-way clutch, it will be seen first that theproduct T1 and N1 equals the product of T2 and N2 since the power output must equal the power input at 100% efflciency.

If now we consider a condition in which T2 is arbitrarily chosen as, say, 100 units with the engine idling, let the operator depress the control pedal |14 to a point at which the rise portion |80 of cam |18 has just fully passed under the roller |68. The action of this initial depression of pedal |14 will then cause the cam |18 to rock lever |66 and with it slotted lever |58 counter-clockwise through the vertical position and on past to a position in which slotted lever |58 lies as farv out of vertical as shown in Fig. 8, but on the opposite side of vertical position. These positions of slotted lever |58 may be termed, respectively, braking position when `as shown in Fig. 8, free wheeling position when in vertical position, and driving position when on the opposite side of vertical from braking position. If the pedal |92 is in the raised position, as in Fig. 8, the forward end of rod |54 will rest in the bottom of the slotted lever |58. The motion of slotted lever |58 from braking to driving position will then have moved rod |54 backward its full stroke. Through the pins |50 and slot |52 the control levers |48 together with shafts |44 and forks |42 will have`been rotated in opposite directions. The forks |42 acting on the flanges |40 will have moved the sleeves |34 outwardly on shafts 34, causing the valves 10 to be rotated by means of racks |38 and gears |32, |26 and |24. The valves are rotated counter-clockwise in Fig. 4 in this movement and move from a position blocking passage 68, corresponding to braking position of pedal |14, through the position in which both passages 68 and 12 are in unrestricted communication with passages 14, corresponding to free wheeling position, to a position in which passages 12 are blocked, corresponding to driving position.

' These positions of the valves and operating linkages therefore up to and including the rod |54 may be termed, respectively, reverse position when passages 68 are blocked, neutral position when both passages 68 and 12 are unrestricted and forward position when passages 12 are blocked.

If now the pedal |14 be further depressed, the position of slotted lever |58 will not be changed due to the fact that the dwell portion |82 of cam |18 is now passing under the roller |68. This further depression of the pedal |12 will act through the link |16 to open the throttle of the engine, the lost motion connection 11 acting to ,prevent opening ofthe throttle beyond idling position until pedal |14 is depressed to the point where dwell portion |82 of cam |18 comes under the roller |68. Opening of the throttle will, of

course, increase the value of N1. The swash plate on the rear end of propeller shaft I0 in its rotation acts to oscillate the yoke 32 about the axis of shafts 34. 'Ihis oscillation of yoke 32 and with it the shafts 34 oscillates the eccentrics 90 which wardly on the forward stroke.

causes the pistons 82 to be oscillated in the cylinders 56. The internal spaces 16 of the one-way' clutches 36 being filled with fluid under pressure by the pump 202, on the forward stroke of oscillation of shafts 34 (clockwise in Fig. 4), the eccentrics 90 will tend to drive the lower right hand piston 82 into its cylinder 58, the cylinder being filled with fluid taken in through the valve 84 and ports 86 on a previous down stroke. The piston 82will urge the fluid in the cylinder space to pass through the ports 66 and 64 into the passage 12 which is open in this position, but inasmuch as the valve 10 (at the bottom of Fig. 4) is in forward position, blocking passage 12, the iiuid column from valve 10 back through passage 12 and port 66 to the head of piston 82 prevents any relative movement between the piston and the cylinder. Relative movement between the 'eccentric 90 and the body 44 of the one-way clutch being thus blocked, the body 44 will be forced to rotate with the eccentric 90 and shaft wind up spring 40 a certain amount which it may be assumed is insuflcient to overcome the initial torque load on wheel I2 at this particular engine speed. c

On the back stroke of oscillation of shaft 34 the eccentric 96 will be rotated counter-clockwise in Fig. 4 through the same angle it was rotated for- The tension of spring 40 will rotate the housing '44 back through the same angle and in unison with the backward rotation of shaft 34 and eccentric 90 so that there is no relative motion betweenyshaft 34 and housing 44. Under these conditions'the car will not move, but the oscillations of shaft 34 and eccen- 'trc 90 will be simultaneously followed by equal oscillations of the body 44, causing the spring 40 to be alternately wcund and unwound. Under these conditions the power output is zero. Therefore, since N1 hasa finite value, T1 is zero so that, neglecting losses, the engine is doing no work. This will be seen to be true since the energy that is required to wind up spring 40 on the forward oscillation of shaft 34 is given back to the engine by the unwinding of spring 40, the oneway clutch acting as a rigid connection for: spring 40 to turn shaft 34. Operation in the manner just described takes place also when the engine is idling as well as at other times when N2 is at such a low value that the resisting torque on the wheels cannot be overcome.

If now pedal |14 be further depressed and the value of N2 correspondingly further increased te a point where the output torque will become equal to 100 units and the wheels will begin to move, the following actions take place: The first forward stroke of oscillation of shaft 34 positively drives the housing 44 forward with it in the manner just described, but with a greater speed. On the backward stroke the' shaft 34 and eccentric 90 are rotated back at this same greater speed. The amount of torque exerted by the spring 40 on housing 44 in a backward direction, which is of the same value as it was under the conditions of operation previously described, is now insufllcient to rotate the housing 44 backwardly as fast as the eccentric is moved backward by the swash plate 20. This is due to the inertia of the housing 44. In other words, the eccentric will b rotated counter-.clockwise in Fig. 4 relative to the housing 44.- 'I'he lower left hand piston 82 will be forced into the cylinder 58 and the fluid therein will be forced through port 66 into the passage 68. The valves 10, being still in the for- 34 on the forward stroke of oscillation. This will ward. position, leave passage 68 open to passage 14. It will be seen then that the only resistance to relative motion of eccentric 90 and housing 44 in this direction is the slight resistance entailed by pumping the' uid through the passages 68 and 14. It will be understood that a similar action takes place in each of the three cylinders as the pistons come intoproper position for moving into the cylinders, while as the pistons are moved out of the cylinders the valve 84 permits fluid to pass from the space -16 into the cylinder space yin each case.

At the completion of this first back stroke of oscillation of shaft 34 the housing 44 will have beenrotated backwardly through a smaller angle than the eccentric will have moved. -At the beginning of the next forward stroke of oscillation of shaft 34 the housing 44 will immediately be connected to the shaft 34 through theaction of the one-way clutch, described above, and the housing 44 will, therefore, follow the shaft 34 through the full forward stroke, of oscillation. At the end of this stroke the housing 44 will be displaced forwardly b y a greater angle than the shaft 34, since on this forward stroke the housing 44 was picked up by the one-way clutch, at an angular position somewhat forward of the starting position of housing 44. 'I'his will wind the spring 48 to a point Where the resulting torque on the wheels I2 will be suilcient to overcome the resisting torque T2 and the wheels will be turned a slight amount at a speed N2. Actually what takes place is that the spring 40 unwinds from both ends, utilizing a portion of its surplus energy to overcome the resisting torque T2 and utilizing the other portion ofthe surplus energy to rotate the housing 44 backward at a slightly greater speed than was the case on the first backward oscillation, described above. This operation will continue to take place vas long as the value of T2 and Ni remain the same,'the wheels turning for ward continuously at a speed N2 which depends on the value of N1. Similar actions to those above described take placel under all conditions of frward motion, the only changes being in theA relative values of` N1, Ti, N2 and Ta.

With the car -under motion and driven by the motor if the pedal |14 be retracted to free wheeling position, this will cause the motor throttle to 34. The momentum of the car will cause the wheels to turn the housingl 44 through spring 46', this rotationbeing .permitted unhampered by the one-way clutch 36. The car is, therefore,'free to roll in the same manner as a conventionally constructed automobile rolls when the clutcht is disengaged or the gears are in neutral.

Upon further retraction of pedal |14 the valves 10 are moved .into reverse position, the lost motion connection |11 between pedal |14 and the relative motion due to the oscillation of -shaft '34 by the idling motor, but this may be neglected since the total resultant motionis all that need be considered.. Under. these conditions of relative rotation the pistons 82 will act to force fluid into the passages 68 which are blocked by the valves being in reverse position. Were it not for the safety valves'86 the-wheels would be im;

mediately locked, but the springs for these valves 80 may be so calibrated that they permit pressure in passages 68 to build up to such a value that the wheels will not quite skid. What takes place is a continual pumping of fluid into the passages 68 and out through the safety valves 86 into the space 16. The resistance to the passage of fluid through the valves 80 absorbs a large amount ofI energy which causes a strong braking effect to be exerted on the Wheels, depending, of course, on the speed at which the car rolling. 'Ihis very much simulates the braking action securedin the conventional automobile when the car is permitted to roll in gear but with the engine throttle closed, using the engine as a brake. The safety valves '80, of course, act to prevent dangerous pressures building up during forwardA drive as well as during the braking action, while coasting, and if calibrated, as is described, will it is possible for the operator to produce any degree of uid braking at will merely by varying the position of the pedal |14, the maximum amount 14 is in braking position. 'I'hus the stop |88 if fully withdrawn into its tube |86, permits the valves 10 to move into full reverse position when pedal |14 is in braking position, producing the degree of braking effect just described. However, if the stop |88 is moved somewhat out of its tube |86, this will prevent the lever |66 from moving back far enough to move valves 10 into full reverse position, but will leave them restingin the position where they permit a slight flow of fluid from passages 68 to passages 14. vUnderthese conditions the braking action will be weaker than when the stop |88 is fully withdrawn into its tube |86. Thus the amount of braking action which is secured by permitting pedal |14 to move to braking position can be varied 'manually by the manual control wire |96 to suit a drivers personal preference under any road conditions. The stop |88 may be so constructed if desired that when fully retracted it holds roller |68 slightly away from cam |80. This will hold the valves 18 slightly out of full reverse position whenpedal |14 is iii-braking position and pedal |82 in forward position and cause the ,braking action to take place always at valves 18 andnever at valves 80. When the stop |88 is so constructed, or constructed as previously described, and manually adjusted to hold valves.1|| slightly open in braking position of pedal |14 the car wheels may be braked bythe conventional brakes when 1t is at rest and the springs 46 will be permitted to slowly unwind by forcing fluid through the slightly open valves 18. 'I'his does away with the inconvenience of having the car roll slightly when the brakes are released after the car has been at rest on account of energy which may have been stored in springs 48 on the last cycle of operation and which was prevented from being dissipated due to setting of the brakes and full closure of valves 18.

The purpose of the pedal |92 is to change the direction of motion of the driving action of the transmission. With the pedal |92 in the retracted position shown in Fig. 8 in which it is normally held by a spring, not shown, the car will be driven forward upon depression of pedal |14. If the pedal 92 be depressed half-way to the floor, this will cause the forward end of rod |54 to be raised in the slotted lever |58 to a point directly coincident with the pivotal axis |64 of said lever since as pedal |92 is depressed lever arm |98 connected thereto will be raised, carrying with it the sleeve 288 and the rod |54. In this position of pedal |92 the valves will have been shifted to neutral position since in moving the rod |54 to the middle of slotted lever |58 the rod |54 will have been moved backward one-half its full stroke. Depression of the pedal |14 under these conditions will rotate slotted lever |58, but it will have no effect on the rod |54 since the' forward end of that rod is on the pivotal axis of slotted lever |58. The only eiect of depressing pedal |14 will be to speed up the motor. This neutral position of pedal |92 may be utilized when it is desired to race the motor without moving the car either forward or backward. f

If the pedal |92 is fully depressed, the forward end of rod |54 will be moved clear to the top of slotted lever |59. Simultaneously the valves 18 will be moved to forward position if pedal |14 is in the raised position shown in Fig. 8. It should be noted that forward position of valves 18 is braking position for reverse movement of the car. With the pedal |92 4fully depressed depression of pedal |14 will cause the car to move backward, the same actions taking place as in forward motion except that the direction of motion ofthe Various parts is reversed. Thus with the pedal |14 in braking position valves 18 are in forward.

position, with pedal |14 in free wheeling position, valves 18 are in neutral position, and with pedal |14 in driving position valves 18 are in reverse position. This causes one-way clutch 36 to take hold on the back stroke and release on the -forward stroke, the action otherwise being the same as that described on forward motion.

The fluid pump 282 causes a .continual circulation of fluid from the sump in the bottom of `casing 8 into the one-way clutch 36. The fluid leaks out of clutch 36, between disks ||8 and ||2 and also around valve stemsl I6. If the capacity of the pump is made suiiciently large, some or.

all of the shaft packing means may be omitted, permitting greater leakage between shaft 34 and housing 44 and, or, around the valve stems 6. This will increase the circulation of fluid from .the housing 8 into clutch 36 and out again.

ly attached to the frame of the vehicle and does not move up and down with the wheels and dummy axle. .In this construction wheels |2 are carried in bearings 2|8 which are mounted on vertical tubes 2|2. These tubes telescope' into vertical tubes 2|4 mounted on the frame -2|6 yofl the vehicle. Springs 2 I8 inside tubes 2|2 and 2|4 support the vehicle resiliently on the wheel bearings 2 |8. A housing 228 is also rigidly secured to the frame and contains therein a mechanism which may be either identical or equivalent to that contained in the enlarged part of the housing 8 in Fig. l. In other words, this may contain a swash plate on the propeller shaft. axis and a pair of one-way clutches with their control mechanism on either sidethereof on the transverse axis of the wheels. This mechanism may be identical to that described in the first modiflcation or it may be constructed as about to be described. In the present modification the structure of the swash plate is identical to that shown in Fig. 2. The structure of the main operating parts of the one-Way clutch, namely, the pump elements and valves, is substantially identical to that in Fig. 4. The control means for the valves 18 is, however, modified, adapting it for power operation under manual control. Each of the valves 18 carries at its inner end a spur gear 222. These spur gears 222 mesh with a. mutilated gear 224 which is integral with a tube 226 journaled on shaft 34 and on which the housing 44 rotates. On the left hand end of tube 226 in Fig. 12 a cup 228 is secured which forms part of a fluid pressure chamber. Mounted for axial sliding movement on tube 226 is a sliding collar 238 composed of two concentric cylinder members 232 and 234 of different diameters and connected by a disk-like partition 236. The collar 238 is prevented from rotating relative to housing 44 by pins 238 which pass through suitable holes in the flanged end of inner cylinder 234. The inner cylinder 234 has a pair of spirally shaped slots 248 formed therein at diametrically opposite sides in which a pair of pins 242 secured to sleeve 226 are adapted to slide. This is for the purpose of rotating the sleeve 226 by moving the collar 238 axially upon the same. A bellows 244 seals the space between the housing 44 and the outer cylinder 232, permitting relative axial movement.

An outer ring member 246 surrounds the cylinder 232 and has a. hollow' fluid chamber 248 therein which may extend completely around the ring. The ring 246 has pins 258 extending outwardly therefrom atdiametrically opposite points for connection to the shifting fork 252 which corresponds to the fork |42 of the first modification. Flanges 253 are provided onthe external surface of the cylinder 234 for limiting the movement of the ring 246 thereon. Fluid ports 254 and 256 lead from the passage 248 to the internal surface of the ring 248 at a plurality of points around the ring and are connected at the internal surface by annular grooves 258 and 268; a plurality of ports 262 and 264 pass through the outer cylinder 234 on opposite sides of the partition 236. Thev space between grooves 258 and 268 is such that it almost, but not quite, closes both ports 262 and 264 when in a position midway between them. A

flexible tube 2 68 leads from the outlet, not shown, of fluid pump; 218 to the fluid chamber248. 'I'he pump 218 may take its supply of fluid from the bottolm of housing 228 from a pipe 212 which leads to a fluid cooling-radiator 214 and from thence by pipe 218 to the intake 218 of the pump 216 while the outlet of pump 216l is on the inside of the casing. The'tube 268 leads from the outlet of pump 216 to the fluid passage 248. The shifting fork 252 is connected by a mechanism which may be identical to that shown in Figs. '1, 8 and 9 to the control pedals |14 and |92. Movement of the control pedals |14 and |92 shifts the valves to the same positions as they are shifted by corresponding movements in the structure of the iirst modification with the parts in the position shown. in Fig. 12.

Fluid is pumped by the pump 216 from the bottom of the case 226 through radiator 214 and to the fluid chamber 248. From thence it ows equally through ports 254 and 256, grooves 258 and 266-ports 266 and 264, into the fluid chambers on either side of the partition 236. From the chamber on the righthand side of partition 236 the fluid flows through a small port 218 into the interior portion 16 of the one-way clutch. There is also some leakage to the same place between housing 44 and sleeve 226. From the fluid chamber on the lefthand side of partition 236 the iiuidA flows into the housing 226 between cup 228 and outer cylinder 232. From the chamber 16 iluid leaks out between shaft 34 and sleeve ,226 to the housing 226. These leakage paths from the two fluid chambers out to the inside of housing 226 are made of about identical resistance to permit an appreciable portion of fluid to flow therethrough for cooling purposes. However, the resistance of these paths should be great enough to permit an appreciable pressure difference between the two uid chambers and the approximately atmospheric pressure in the. housing 226.A There is also some resistance to the ow of fluid from grooves 258 and 266 through ports 262 and 264 in order to have a higher pressure in chamber 248 than that in the fluid chambers within collar 236. Afluid passage 366 (see Fig. 4) is formed in the piston 82 for lubricating the bearing segments 68.v

This passage may be made of such a size as to produce a throttling eilect to deliver fluid to the-bearing segments at a pressure considerably below "that in the cylinder chambers. i

Shifting of fork 252 to the left in Fig. 12 will move ring 246 also to th left and close port 262 from communication with groove 258, at the same time opening port 264 into wider communi cation with groove 266. This will permit the pressure in the lefthand iiuid chamber to drop due to leakage into housing 22 6 and will at the same time increase the pressure in the righthand'uid chamber, thus causing the collar 236 to move to the left a correspondingamount to again equalize the.

A opening of ports 266 and 264v to their respective the change in opening of the ports 262 and 264 causing the change in fluid pressure on opposite sides of the partition 236 and thus making the .collar236 follow the movements of the ring 246. It will be seen, therefore, that the lonly force necessary to be exerted on the Acontrol pedals is that required to shift the ring 246 on the collar 236 which is only a very small amount. The

In order to avoid piping the fluid a great distance from housing 226 to radiator 214 this radiator may be located, as shown in Fig. 15, directly above the customary location of the gas tank 219 Ilarger force required to rotate valves 16 is furiihed by the uid pressure supplied by the pump 1 f at the bottom rear portion of the body. .An air, conduit 266 leads from the insideof the radiator 214 downwardly to a venturi 282 in the air stream underneath the car for the purpose of drawing air from the rear of the body through the radiator 214. Should the body beso shaped that a reduced pressure is caused at the bottom rear portion thereof by the air ow around the car in motion the air conduit 286 may lead to a funnel opening forwardly into the air stream under-I neath the car and forcing air from the funnel through the conduit 286 and outl through the radiator to the zone of low pressure air at the rear of the body. Either arrangement described for causing air now through the radiator may be selected in accordance with the aerodynamic -characteristics of the body used.

The resilientv couplings between the one-way clutches and the wheels in the present modication are composed of rubber rather than a metallic spring. 'I'he bodies 44 of the one-way clutches y have their shafts 48 extending through the housing 226 and are sealed against escape of uid by self-adjusting packings 284, similar in construc-l tion to that located between housing 44. and shaft 34 in Fig. 6. The anges 38 of the shafts 46 have secured thereto, as by screws, a sheet metal disk 285 whichis formed in the shape of a very ilat c'one. Vulcanized or otherwise secured to this disk.. 265 is a section of rubber or other suitable highly flexible resilient material'286, cy-

lindrical invshape, and thicker inthe direction of the wheel axis at its periphery than at its center to correspond tothe shape of the disk 285, and another fiat` cone-shaped`disk 268 is vulcanized to the opposite `face of the section 286. A plurality of these rubber sections 286, having sheet metal disks on either side thereof, are located adjacent to each other with the projecting flanges of the disks 288 secured together as by rivets. The end disk 285 at each end of the assembly has its flange shaped to be secured to the ange 38 and the ange 4296 of the stub axle of the wheels I2. Thus there is provided a torsionally resilient element which is also capable of a certain amountof bending motion in which the rubber sections 28.6' may each partake of torsional stress, acting in the Ysame manner as the spring 46 in Fig. 2.

The purpose of making the disks cone-shaped` rather than at is to reduce the amount of rub- Y ber between disks near the center ofthe assembly as compared to that at the periphery.

Ths produces the equalization of the stress throughout the section of the rubber inasmuch as at any Vdistance from the'axis of the assembly the thickness of the rubber between the disks is proportional to the length of are through which one disk moves relative to the other for any anguiar displacement. The sheet metal disks'interposed between the sections of rubber act to prevent knotting of the assembly which would take A place if a single long shaft of rubber were used. The operation of this modication in response tomovement of the control pedals |14 and |92 is identical to that ofthe rst modification, the only dierences being 'those explained above in the operation of the'valveshiftingmechanism. The

action of the resilient member 283 is the same as that of the springs 40.

In Figs. 14, 16, 17, 18, 19 and 20 is illustrated a third modification of the invention wherein a transmission of the general type described is provided Which may be located in the position conventionally occupied by the friction clutch and sliding gear transmission immediately at the rear of the automobile engine. This modification is also adaptedfor any application other than in an automobile wherein it maybe desired to have the driven shaft located on the same axis as the driving shaft. There is also provided in this modification means for varying the factor of operation by which the transmission automatically selects the optimum ratio for any conditions of" load and speed. This means may be either operated automatically in response to changes in engine load, engine speed, car load or car speed,

or combinations of these; or it may be operated manually.

Referring to the drawings in Fig. 16 there is shown an automobile chassis having a frame 292, wheels |2,rear axle 294 of conventional construction, engine 4 and a throttle connection 6 for the same. Immediately to the rear of the engine is located the housing 296 containing all the elements of the transmission proper. Referring to Figs. 17 and 18 there is shown at 298'the iiywheel of the emgine within which is contained a permanently set friction clutch through which the transmission is driven and which acts merely as a safety device for preventing overloads upon parts of the transmission. This may comprise merely a conventional friction clutch springpressed into engagement by adjustable springs, such as is well known in the art, the springs being adjusted to allow slippage at torque values over any desired limiting amount. Clutch 300 drives a shaft 302 having rigidly secured to its rear end a counterbalanced crank arm 304. Pivoted to the crank arm 304 is a connecting rod 306 which is pivoted at its lower end to a slide bar 308 by apin 3|0. The slide -bar 308 lies adjacent to a lever 3|2 having a slot 3|4 therein through which the pin 3|0 passes to the opposite side of lever 3|2 from the slide bar 308. 'At its righthand end the slide bar 308 has a rack 3 6 formed therein which meshes with a pinion 3I8 secured to a shaft 320 mounted in bearings 322 and which forms the fulcrum of lever 3|2. Also secured to shaft 320 is another pinion 324. which' meshes with a segmental gear 326 pivoted in a bracket 328. An arm 330 is rigidly secured to the gear 326 and has a slot 332 at its uppermost4 end. A bellows 334 is secured to a fixed point in the housing and carries at its free end a link 336 connected to the slot 332 of lever 330. The bellows is sealed from communication with the atmosphere and a pipe 338 leads from its inside to the intake manifold of the car engine.

The outermost end of lever 3|2 has pivoted thereto a connecting rod 340 which is pivoted at its opposite end to a crank arm 342. The crank' arm 342 is rigidly secured to a shaft 344 which .corresponds in function to the shaft y34 in the about shaft 344 in a similar manner to that in which housing 44 rotates about shaft 34. Mounted in al recess in the body- 348 is another gear 350 meshing with gear 346 and together with it forming a uid pump as is well known in the art. Passages 352 and 354 connect with the recesses in which the gears are mounted at opposite sides of the intermeshing point thereof. The passage 354 leads to a three-way valve 356 similar to the valves 10 adapted for placing the passage 354 in communication with either or both of two passages 35B and 360. One-way valves 359 and 36| opening in opposite directions are adapted to place the passage 352 into communication with either passage 358 or passage 360, depending upon the direction of fluid flow. The rear end of clutch body 348 is secured to one end of a resilient element, not shown, but which may be located in the reduced portion 362 of housing 296 and has its rear end in turn connected to the propeller shaft 364.

The fundamental operation of this modification is substantially the same as that of the two previously described. A control mechanism, which may be similar to either type previously described in connection with the first two modifications, connects the valve 356 with the pedals |14 and |92 for operation in a similar manner to the operation of the valves 10. Rotation of the engine flywheel and with it crank 304 causes the lever 3| 2 and slide bar 308 to be simultaneously oscillated about the pivotal axis 320 of lever 3|2 since crank arm 304 is connected thereto by connecting rod 306. This oscillation of lever 3|2 imparts a corresponding oscillation to the crank arm 342v inasmuch as the crank arm 304 is considerably shorter than the crank arm 342. Oscillation' of crank 342 oscillates with it the shaft 344 and gear 346. It will be seen that with the valve 356 in the position shown in Fig. 14 gear 346 can rotate relative to housing 348 only in a clockwise direction since this direction of rotation forces fluid from passage 352 into passage 354, passage 360, and back to passage 352 through the one-way valve 36|. Counterclockwise rotation of shaft 344 and gear 346 will immediately lock the pump body 348 to shaft 344 since valve 36| blocks fluid flow through the pump in reverse direction. Valve 356 may be rotated counter-clockwise by the control mechanism from the position shown in Fig. 14 first to a position in which the block portion thereof lies intermediate ports 358 and 360, the valve-then being in neutral position and permitting relative rotation between gear 346 and housing 348 in either direction of movement. The'valve 356 may be further rotated counter-clockwise to a position blocking passage 360 in which case the housing 348 will be locked to the gear 346 in the opposite direction of motion to that when valve 356 blocks passage 358. Oscillation of housing 348 causes winding and unwinding of the resilientmelement which is connected between the housing 348 of the one-way clutch and the propeller shaft 364. The operations which take place under the different conditions of load and speed are identical to those taking place in the rst and second modifications described.

Means is provided in the present modification 'for varying'the factor by which this transmission operates. 'I'he slide bar 308 is adapted to be adjusted longitudinally of the lever 3| 2 for the purpose`of changing the effective lever arm of connecting rod 306 on lever 3 2. The mechanism for doing this comprises the elements numbered 318 through 338 in Figs. 17, 18 and 19. The lever 330 when moved to the left turns the pinionv 318 through gear 326, pinion 324 and shaft 320. This in 'turn moves the slide bar 308 to the right through rack 316, decreasing the effective lever arm of connecting rod 306 upon lever 312. The lever 330 may be controlled automatically in accordance with changes in engine speed, engine torque, load speed and load torque, Fig. 17 illustrating one means for accomplishing this in which the lever 330 is moved in response to changes in engine load. Pressure in the intake manifold is roughly proportional to the torque load on the engine. The bellows 334 being in communication with the intake manifold operates to move the lever 330 to the left as the engine torque load decreases. This has the eiect of decreasing the lever arm of connecting rod 306 on lever 312. IThis mechanism just described may be considered as a second infinitely variablepower transmission mechanism the action of which is superimposed upon the action of the principal infinitely variable transmission. The lever 330 may also be controlled manually rather than Q automatically. In that case a convenient means of doing this .may be a-Bowden wire control 306,

shown in Fig. 20, connected to the top end of lever 330 and having a handle, not shown, on its opposite end 'which may be located in a. convenient place on the dash board.

It will thus be seen that this invention prol vides a simple automatic continuously variable ventional accelerator pedal.

power transmission readily adaptable for various types of automotive construction in which complete control of the power output of the automobile is centralized in a single control lever which for convenience may take the place of the con- The single control lever controls the action of the motor and ofv the transmission in such a way that the resulting response of the car simulates that of the conventional automobile in high gear with the added advantage that the ratio is automatically selected to best suit the particular driving conditions at any time. In other words, th feel of the accelerator pedal is substantially the same as that of the conventional accelerator pedal except that it is never necessary to shift gears, the car having sufficient torque Voutput at the rear Wheels to meet anycondition of load. 'Thus when the accelerator pedal is partially released after a period 'of power driving the car coasts in much the same manner as a conventional car Without free wheeling coasts when the accelerator pedal is r-eleased to a point suflicient to permit the engine to just keep up with the car 'without exerting any driving or braking effect. Also when the accelerator pedal is fully released the car is braked by the iiuid pumps in the one-way clutches. The braking torque of these pumps is roughly proportional to the `square of the speed in the same way that the braking torque of the engine by engine braking in high gear by simply fully` retracting the stop 188 through its manual control mechanism. Furthermore, the amount of braking torque for any given speed of the car may be gradually varied under the convenient control of pedal 114. The effect is very similar to that which would be produced with an automobilefhaving a transmission capable of a gradual change of ratio under manual control and which would be effective at any ratio while coasting with the car driving the engine. Therev is this major difference, however: With the present invention the car does not actually drive the engine at all, the engine merely running at idling speed regardless of the braking eiect produced by the transmission. There is in addition provided, of course, the usual foot brakes and emergency brake conventionally used in automobiles which may be used in the same manner as in a conventional automobile.

While the forms of embodiment of the invention as herein disclosed, constitute preferred forms, it is to be understood that other forms might be adopted, all coming within the scope of the claims which follow.

What is claimed is as follows:

' 1. In an automatic continuously variable power transmission, the combination of a driving member, a driven member, a one-way clutch having driving and driven elements, means for oscillating the driving element of the clutch, and a resilient connection between the driven element `of the clutch and the driven member.

2. In-an automatic continuously variable power transmission, the combination of a driving member, a driven member, a hydraulic one-way clutch having driving and driven elements, means for oscillating the driving element of the hydraulic clutch, and a resilient connection between the driven element of the hydraulic clutch and the 4vdriven member.

clutch, a resilient connection between the driven element of thehydraulic clutch and the driven member and means for selectively reversing the direction of rotation of the driven member. Y

5. In an automatic continuously variable power transmission, the combination of. a driving member, a driven member, a clutch having driving and driven elements, means for oscillating the driving element ofthe clutch, a resilient connection between the driven element of the clutch land the driven member, and means for gradually changing the action of the clutch from one suitable for forwardV driving through one in which no driving takes place to one suitable for -reverse driving.

6. In an automatic continuously variable power transmission, the combination of a driving member, two driven members on an axis at right .angles to the axis of the driving member, a.

' swash plate on the driving member, two torque varying mechanisms on the axes of the driven members, and a connection 'between the swash plate and themechanisms for imparting oscilway clutch for each driving wheel forming part of said power transmission whereby one wheel may be permitted to overrun the other in rounding corners.

8. In a continuously variable power transmission, the combination of a driving member, a driven member, an inertia member mounted for f rotation independently ot the driving and driven members, a torsionally resilient driving connection between the inertia member and the driven member, and means for imparting ,intermittent power impulses from the driving member to the inertia member in one direction, the relation between the mass of the inertia member and the resiliency of the driving connection being such that the amount of back rotation oi the inertia member between power impulses determines the ratio of power transmission.

9. In a continuously variable power transmission, the combination of a driving member, a driven member, and intermediate mechanism for transferring energy from the driving member to the driven member with varying factors of .torque multiplication, said intermediate mechanism including means for intermittently transmitting torque through a confined body of fluid which is static while the torqueis transmitted.

10. In a continuously variable power transmission, the combination of a driving member, a

driven member, means operated by the driving member for producing intermittent torque impulses of opposite sense, an inertia member capable of oscillation independent of the driven member, means for selectively transferring torque impulses of one sense only to the inertia member, and means for transferring torque from the inertia member to the driven member, said inertia member acting to determine the factor of torque multiplication automatically in accordance with the momentary conditions of load and speed.

11. In a continuously variable power transmission, the combination of a driving member, a. driven member, means operated by the driving member for producing intermittent torque impulses of opposite sense, an inertia member capable of independent oscillation, means :for selectively transferring torque impulses of one sense only to the inertia member, means for transferring torque from -the inertia member to the driven member, said inertia member acting to determine the factor of torque multiplication automatically in accordance with the momentary conditions of load and speed, and means mission, the combination of a driving memberj a driven member, a one-way clutch including a driving element having a relatively low inertia and adriven element having a relatively high inertia, a resilient connection between the driven element of the clutch and the driven member, and means for oscillating the driving element of the clutch from the driving member.

14. In an automatic continuously variable power transmission, the combination oi.' a driving member, a driven member, a one-way clutch having driving and driven elements, means for oscillating the 'driving element oi' the clutch, a resilient connection between the driven element oi the clutch and the driven member and control means for manually changing the direction of the one-way action of the clutch.

15. In an automatic continuously variable power transmission, the combination of a driving member, a driven member, a hydraulic oneway clutch having driving and Idriven elements, means for oscillating the driving element of the clutch, a resilient connection between the driven element of the clutch and the driven member and control means for manually changing the direction 4oi? the one-way action of the clutch.

16. In a. continuously variable power transmission, the combinationl of a driving member, a driven member, energy storing means associated with the driving member, a clutch for a1- ternately withdrawing and permitting storage of energy impulses in the energy storing means, and inertia means associated with the driven member for automatically controlling the torque at which energy impulses are withdrawn in accordance with varying conditions of Iload and speed.

17. In a continuously variable poweggtransmission, the combination of a driving member, a driven member, energy storing means associated with the driving member, a clutch for alternately withdrawing and permitting storage of energy impulses in the energy storing means, and inertia means resiliently connected to the driven member for automatically controlling the torque at which energy impulses are withdrawn inv accordance with varying conditions ot load and speed.

18. In a continuously variable power transmission, the combination oi a driving member, a driven member, energy storing means associated with the driving member, a clutch for alternately withdrawing and permitting storage of energy impulses in the energy storing means, and inertia means connected'to the driven member so as to partake of the same total resultant rotation as the driven member for automatically' controlling the torque at which energy impulses are withdrawn in accordance with varying conditions of load and speed.

4 19. In a continuously variable power transmission, the combination oi' a driving member, a'. driven member, energy storing means associated with the driving member, a clutch for alternately withdrawing and permitting storage of energy impulses in the energy storing means, and inertia means partaking solely of rotary movements about its own centeryoi' gravity for automatically controlling the torque at which energy impulses are withdrawn in accordance with varying conditions oi' load and speed.

20. In a continuously variable power transn mission, the combination of a driving member, a driven member, energy storing means associated with the driving member, a. clutch for alternate- 1y withdrawing and permitting storage of energy impulses in the energy lstoring means, and -in- 75 ertia means balanced with respect to its own axis of rotation for automatically controlling the torque at which energy impulses are withdrawn in accordance withvarying conditions of load and i speed.

21. In a continuously variable power transmission, the combination'of a driving member, a driven member, energy storing means associated with the driving member, a clutch for alternately withdrawing and permitting storage of energy impulses in the energy storing means, and inertia means rotating on an axis concentric with the axis of the driven member for automatically controlling the torque at which energy impulses are withdrawn in accordance with varying conditions of loadand speed. l

22. In a continuously variable power transmission, the combination of -a` driving member, a driven member, energy storing means associated with the driving member, a one-way clutch for alternately withdrawing and permitting storage of energy impulses in the energy storing means. inertia means associated with the driven member for automatically controlling the torque at which energy impulses are withdrawn in accordance with varying conditions of load and speed, and control means for manually changing the direction of the one-way action of the clutch.

23. In a continuously variable power transmission, the combination of a driving member, a

driven member, energy storing means associated with the driving member, a one-way 'clutch for alternately withdrawing and permitting storage of energy impulses in the energy' storing means,

inertia means resiliently connected to the driven member for automatically controlling the torque at which energy impulses are withdrawn in accordance with varying conditions of load and speed, and control means for manually changing the direction of the one-way action of the clutch.

24. In a continuously variable power transmission, the combination of a driving member, a

driven member, energy 4storing means associated with the driving member, a one-way clutch for alternately withdrawing and permitting storage of energy impulses in the energy'storing means, inertia means connected to the driven member so as to partake of the same total` resultant ro- -tation as the driven member. for automatically controlling the t'orque at which energy impulses are withdrawn in accordance with varying conditions o f load and speed, and control means for vmanually changing the direction of the one-way action of the clutch.

25. In a continuously variable power transmission, the combinationtof a driving member, a

` driven member, energy storing means associated with the driving member, fone-way clutch for alternately withdrawing and permitting storage of `energy impulses in the energy storing means, `inertia means partaking solely of rotary movements aboutl its own center of gravity for automatically controlling the torque at whchenergy impulses are withdrawn in accordance with varying conditions of. load and speed, and control means for manually changing the direction of the one-way actionv ofthe clutch. A

26. In a continuously variable power transmission, the combination of a driving member, a driven member, energy storing means associated with the driving member, a one-way clutch forn alternately withdrawing and permitting storage of energy impulses in the energy storing means,

inertia means balanced with respect to its own" 'axisof `rotation for automatically controlling the torque at which energy impulses are withdrawn in accordance with varying conditions of load and speed, and control means for manually changing inertia means rotating on an axis concentric with the axis of the driven member for automatically controlling the torque at which energy impulses are withdrawn in accordance with varying conditions of load and speed, and control `means for manually changing the direction of the one-way action of the clutch. l

28. In a continuously variable power transmission, the combination of a driving member, a driven member, energy storing means associated with the driving member, a one-way clutch for alternately withdrawing-and permitting storage of energy impulses in the energy storing means, inertia means associated with the driven member for automatically controlling the torqueat which energy impulses are withdrawn in accordance with varying conditions of load and speedand control means for manually changing the direction of the one-way action of the clutch gradually from full action in one direction through a condition of full release in both directions to full action in the opposite direction.

29. In a continuously variable power transmission, the combination of a driving member, a driven member, energy storing means associated with the drivingmember, a one-waywclptch for 'alternately vwithdrawing and permitting storage of energy impulses in the energy storing means, inertia means resiliently connected to the driven member for automatically controlling the torque alternately withdrawing and permitting storage A of energy impulses in the energy storing means,

inertia means connected to the driven member so as to partake of the same total resultant rotation' as the driven member for automatically'controlling the torque at which energyl impulses are' withdrawn in accordance with varying conditions of load and speed, and control means for manually changing the direction of the one-way action of the clutch gradually from full action in one direction' through a condition of full release in both directions to full action in the opposite direction.

' 31. In a continuously variable power transmission, the combination of a driving member, a driven 'memben energy storing means associated 'with the ydriving member, a one-way clutch for alternately withdrawing and permitting storage of energy impulses in the energy storing means, inertia means partaking solely of rotary movements about its own centerl of gravity for automatically controlling the torque at which energy impulses are'withdrawn in accordance with varying conditions of'load and speed, and control means for manually changing the direction of the one-way action of the clutch gradually from full action in one direction through a condition of full release in both directions to full action in the opposite direction. 32. In a continuously Variable power transmission, the combination of a driving member, a driven member, energy storing means associated with the driving member, a one-way clutch for alternately withdrawing and permitting storage of energy impulses in the energy storing means, inertia means balanced with respect to itsown axis of rotation for automatically controlling the torque at which energy impulses are withdrawn in accordance with varying conditions of load andv speed, and control means for manually changing the direction of the one-way action of the clutch gradually from full action in one direction through a condition of full release in both directions to full action in the opposite direction.

33. In a continuously variable power transmission, the combination of a driving member, a driven member, energy storing means associatedl with the driving member, a one-way clutch for alternately withdrawing and. permitting storage of energy impulses in the energy storing means,

inertia means rotating on an axis concentric with the axis of -the driven member for automatically controlling the torque at which energy impulses are withdrawn in accordance with varying conditions of load and speed, and control means for manually changing the direction of the one-way action of the clutch gradually from full action in one direction through a condition ofiull release in both directions to full action in the opposite direction.

34. In a continuously variable power transmission, the combination of a driving member, va

Adriven member, energy storing means associated with the driving member, a clutch for alternately withdrawing and permitting storage oiV energy impulses in the energy storing means, inertia means associated with the driven member for automatically controlling the torque at which energy impulses 'are withdrawn in accordance with varying conditions of load and speed, and control means for manually varying the effective action of the clutch gradually from full release to full engaging action.

35. In a continuously-variable power transmission, the combination of a driving member, a

driven member, energy storing means associated-- with the driving member, Aa clutch for alternately withdrawing and permitting storage of energy impulses in the energy storing means, inertia `means resiliently connected to the driven member for automatically controlling the torque at which energy impulses are 'withdrawn in accordance with varyingconditions of load and speed, and control means for manually varying the effective action of the clutch gradually from full release to full engaging action.

36. In a continuously variable power transmis- L sion, the combination of a driving member, a

driven member, energy storing means associated with the driving member, a clutch for alternately withdrawing and permitting storage of `energy Aimpulses in the energy storing means, inertia means connected to the driven member so as to partake of the same total resultant rotation as the driven member for automatically controlling ing the eiiective action of the clutch gradually from full release to full engaging action.

37. In a continuously variable power transmission, the combination of a driving member, a driven member, energy storing means associated with the driving member, a clutch for alternately withdrawing and permitting storage of energy impulses in the energy storing means, inertia means partaking solely of rotary movements about its own center of gravity for automatically controlling the torque at which energy impulses are withdrawn in accordance with varying conditions of load and speed, and control means for manually varying the effective action of the clutch gradually from full release to full engaging action.

38. In a continuously variable power transmission, the combination of a driving member, a driven member, energy storing means associated with the driving member, a clutch for alternately withdrawing and permitting storage of energy vimpulses in the energy storing means, inertia means balanced with respect to its own axis of rotation for automatically controlling the torque at which energy impulses are withdrawn in accordance with varying conditions of load and speed, and control means for manually varying the eilective action lof the clutch gradually from full release to full engaging action.

39; In a continuously variable power trans-f 30 mission, the combination of a driving member, a driven member, energy storing means associated with the driving member, a clutch for alternately withdrawing and permitting storage of energy impulses in the energy storing means, inertia means rotating on an axis concentric with the axis of the driven member'for automatically Jcontrolling the torque at which energy impulses are withdrawn in accordance with varying conditions of load and speed, and control means for manually varying the effective action of the clutch gradually from full release to full engaging action.

40. In a continuously variable power transmission the combinationof a driving member, a driven member, energy storing,r means associated with the driving member, a clutch for alternately withdrawing and permitting storage of energy impulses in the energy storing means, means for automatically controlling the torque at whicli energy impulses are withdrawn in accordance with varying conditions of load and speed, and means for independently varying the ratio of transmission from the driving member to the driven member at any condition of load' 55 and speed.

41. In a continuously variable power transmission, the combination of a driving member, a driven member, energy storing means associated with the driving member, a clutch for alternately withdrawing and permitting storage of energy impulses in the energy storing means, means for automatically controlling the torque at which energy impulses are withdrawn `in accordance with -varying conditions of load and speed, and a le'ver. arm. of-adjustable length forming part of the power transmitting mechanism intermediate the driving member and driven member.

42. In Aa continuously variable power transmission, the combination of a driving member,

'a,driven member, energy storing means asso-l ciated with ithe driving member, a hydraulicl clutch for alternately withdrawing and permitting storage of energy impulses in the energy storing means, means vfor automatically controlcordance with varying conditions of load and ling the torque at-which energy impulses are withdrawn inl accordance with varying conditions of loadand speed, and control means for causing the hydraulic clutch to act as a uid brake when the driven member overruns the ditions of load and speed, and control means' for causing the hydraulic clutch to act as a iiuid brake when the driven member overruns the driving member.

44. In a continuouslyvariable power trans` mission, the combination of a driving member,

a driven member, energy storing' means associated with the driving member. a one-way clutch for alternately withdrawing and permitting storage of energy impulses in the energy storing means,.means for controlling the torque at which energy impulses are withdrawn in acspeed, and control means for manually changing ythe direction of theone-way action of the clutch gradually from full action in one direction through a condition of full release in both directions to full action in the opposite direction.

45. In a continuously variable power transmission, the combination of a driving member, a driven member, energy storing means associated with the driving member, a one-way clutch for alternately withdrawing and permitting storage of energy impulses in the energy storing means, means for controlling the torque at which energy impulses are withdrawn in accordance with varying conditions of load and speed, and control means for manually varying the eiective action of the clutch gradually from full release to full engaging action.

46. A' device for producing mechanical power at various torques and speeds comprising in combination a motor, a continuously variable power transmission including a driving member, a driven member, energy storing means associated with the driving member, a one-way clutch for alter- .bination a motor, a continuously variable power nately withdrawing and permitting storage of energy impulses in the energy storing-means, means for controlling the torque at which energy impulses are withdrawn in accordance with-varying conditions of load and speed, control means for manually changing the direction ofthe oneway action of the clutch gradually from full action in one direction through a condition of fun release in bom directions to fun action in the opposite direction, and a. single manually operable control for operating, the control means and also controlling the motor.

47. A device for producing mechanical power at various torques and speeds comprising in comtransmission including a driving member, a driven member, energy storing means associated with the driving member, a one-way clutch for alternately withdrawing and permitting storage of energy impulses in the energy storing means, means for controlling the torque at which energy impulses are withdrawn in accordance with varying conditions of load and speed, control means for manually varying the eective action of the' clutch gradually from full release to full engaging action, and a single manually operable control for operating the control means'and als controlling the motor.

48. A device for producing mechanical power at various torques and speeds comprising in combination a motor, 'a continuously variable power transmission including a driving member, a driven member, energy storing means associated with the driving member, a hydraulic clutch for alternately withdrawing and permitting storage of energy impulses in the energy storing means, means for automatically controlling the torque. at which energy impulses are withdrawn in accordance with varying conditions of load and speed, control means for causing. the hydraulic clutch to act as a uid brake when the driven member overruns the driving memberfand a single manually operable control for operating the control means and also controlling the motor. l

Q49. A device for producing mechanical powerv t at various torques and speeds comprising in combination a motor, a continuously variable power transmission including a driving member, a driven member, energy storing means associated with the driving member, a hydraulic one-way l clutch for alternately withdrawing and permitting storage o f energy impulses in the energy storing means, means for automatically controlling the torque at which energy impulses are withdrawn in accordance with varying conditions of load and speed, control means for causing theA hydraulic clutch `lto act as a fluid brake when the driven member overruns the driving member, and a single manually operable control for operating the control means and also controlling the motor.

50. In a motor vehicle, the combination of a motor, a pair of traction wheels having their axes perpendicular to the motor axis, a continuously variable transmission comprising mechanism substantially on the axis of the traction wheels, and a swash plate substantially on the axis of the motor for transmitting oscillatory movement to said mechanism whereby power is transmitted from the engine to the wheels without the interposition of gearing.

51. In a motor vehicle, the combination of a motor having an output shaft,.a traction wheel driving shaft having its axis perpendicular to that of the motor output shaft, swash plate l mechanism located at the intersection of the two shaft axes for converting the rotary motion of the motor output shaft into oscillatory motion, and a one-way clutch for converting the oscillatory .motion into unidirectional rotation of the wheel driving shaft.

52. In a motor vehicle, a frame, a wheel bearing resiliently connected to the frame, a stub axle rotatably mounted in said bearing, power transmitting means mounted on the frame and having an output shaft, and a shaft member comprising a flexible resilient rubber-like material connecting the output shaft and the stub axle for the transmission of power therebetween whileV permitting relative motion between said bearing and the frame.

53. In a motor vehicle, a frame, a wheel bearing resiliently connected to the iramne, a stub axle rotatably mounted in said bearing, power transmitting means mounted on the frame and having an output shaft disposed in substantially the same vertical plane as the stub axle, and a shaft member comprising a exible resilient rubber-like material connecting the output shaft and the stub axle for the transmission of power therebetween while permitting relative motion between said bearing and the frame.

54. In a continuously variable power transmission, the combination of a driving member, a driven member, energy storing means associated with the driving member, a clutch for alternately withdrawing and permitting storage of energy impulses in the energy storing means, means for automatically controlling the torque at which energy impulses are withdrawn in accordance with varying conditions of load and speed, and control means for causing the clutch to act as a brake when the driven member overruns the driving member. A

55. In a continuously variable power transmission, the combination of a driving member, a driven member, energy storing means associated with the driving member, a one-way clutch for alternately withdrawing and permitting storage of energy impulses in theenergy storing means, means for automatically controlling the torque at which energy impulses are withdrawn in accordance with varying conditions of load and speed, and control means for causingthe clutch to act as a brake when the driven memberoverruns the driving member.

56. A device for producing mechanical power at various torques and speeds comprising in cornbination a motor, a continuously variable power transmission including a driving member, a driven member, energy storing means associated with the driving member, a clutch for alternately withdrawing and permitting storage of energy impulses in the energy storing means, means for automatically controlling the torqueat which energy impulses are withdrawn in accordance with varying conditions of load and speed, control means for causing the clutch to act as a brake when the driven member overruns the driving member, and a single manually operable control for operating the control means and also controlling the motor. ,A

57. A ,device for producing mechanical power at various torques and speeds comprising in combination a motor, a continuously variable power transmission including a driving member, a driven member, energy storing means associated with the driving member, a one-way clutch for alternately withdrawing and permitting storage of energy impulses in the energy storing means, means for automatically controlling the torque at which energy impulses are Awithdrawn in ac-A cordance with varying conditions of load and speed, control means for causing the clutch to act as a brake when the driven member overruns the driving member, and a single manually operable control for operating the control 4means and also controlling the motor.

58. In a motor vehicle having a motor and a continuously variable power transmission and including means capable of producing a braking effect varying with the speed oi' the motor vehicle, the combination of a control member normally biased to a position of rest and movable therefrom through a first intermediate position and a second intermediate position to an ultimate position, and connections between the control member and the motor and said transmission, and means whereby said means may be controlled to produce a braking `-torque when the control member is in a position of rest which varies with the speed of the vehicle and operable to reduce the braking torque to zero while moving to the rst intermediate position and to permit free wheeling in that position and also operable to condition the transmission for transmitting power at automatically varied factors of torque multiplication upon movement to the second intermediate position and operable to vary the power output of the motor by movement of the control member between the second intermediate position and the ultimate position.

59. In a motor vehicle having a motor and a continuously variable power transmission and including means capable of producing a braking effect varying with the speed of the motor vehicle, the combination of.a control member normally biased to a position of rest and movable therefrom through a first intermediate position and a second intermediate position to an ultimate position, and connections between the control member and the motor and said transmission, and means whereby said means may be controlled to produce a braking torque when the control member is in a position of rest which varies with the'speed of the vehicle and operable to reduce the braking torque to zero while moving to the first intermediate position and to permit free wheeling in that position and also operable to condition the transmission for transmitting power at automatically varied factors -of torque multiplication upon movement to the second intermediate position and operable to vary the power output of the motor by movement of the control member between the second intermediate position and the ultimate position, and a l second control member for reversing the direction of' motion of the vehicle.

60. In a motor vehicle having a motor and a continuously variable power transmission and inl `control member is in a position of rest which varies with the speed of the vehicle and operable to reduce the braking torque to zero while moving to the rst intermediate position and to permit free Wheeling in that position and also operable to condition the transmission for transmitting/xpower 'at automatically varied factors of torque multiplication upon movement to the sec-v ond intermediate position and operable to vary the power output of the motor by movement of the control member between the second intermediate position and the ultimate position and a second control member movable between three positions, in the virst of which the transmission will be conditioned-for forward movement of the vehicle and in the second of which the transmission will be conditioned for free wheeling, and in the third of which the transmission will be conditioned for reverse movement of the vehicle.

61. In a motor vehicle the combination of a motor having a rotary power output shaft, a pair of independently suspended traction Wheels mounted for generally coaxial rotation, eccentric means including a journal associated with the motor output shaft for simultaneous rotation therewith, a power transmission mechanism intermediate the traction wheels and having an 75 oscillatable shaft journaledon an axis approximately on the axis of the traction wheels, a journal associated with said shaft and spaced from its axis vof rotation, a rigid connecting member having va bearing surrounding each of said journals and adapted to transform the rotation of the power output shaft into oscillation of the oscillatable shaft, and a pair of rotary flexible shafts connecting said transmission witheach traction wheel.

62. In a motor vehicle the combination of a motor having a rotary power output shaft, a pair of independently suspended traction wheels mounted for generally coaxial rotation, eccentric means including a journal associated with the motor output shaft for simultaneous rotation therewith, a power transmission mechanism intermediate the' traction wheels and having an oscillatable shaft, a journal associated with said shaft and spaced from its axis of rotation, a rigid connecting member having a bearing surrounding each of said journals and adapted to transform the rotation of the power output shaft into oscillation of the oscillatable shaft, and a pair of rotary flexible shafts connecting said transmission with each traction wheel.

63. In a motor vehicle, a frame, a wheel bearing resiliently secured to the frame, a stub axle rotating in said bearing, an automatic continuously variable power transmission mounted on the frame substantially on the axis of the wheel bearing, and a shaft flexible throughout substantially its entire length and torsionally resilient connecting said transmission and the stub axle, said shaft acting both tof-maintain driving connection during displacement of the stub axle relative to said transmission and to cooperate with said transmission in automatically varying the-effective drive ratio.

54. In a continuously variable power transmission, the combination of .a driving member, a

driven member, energy storing means associated with the driving member, and mechanism intermediate the driving and driven member for al-'iI ternately withdrawing and permitting storage of energy impulses in the energy storing means, said mechanism including means for intermittently trapping a body of fluid in a static condition to form a non-yielding torque transmitting medium, and means'for varying the torque at which impulses are withdrawn.

65. In a continuously variable power transmission, the combination of a driving member, a driven member, an intermediate vinertia member, and a resilient connection betweenthe intermediate member and the driven member, means operated by the driving member for alternately accelerating the inertia member ahead of the driven member thereby stressing the resilient connection andreleasing all connection between the driving member and the inertia member thereby permitting it to decelerate and move back under the influence of the stressed resilient connection whereby the effective drive ratio may be automatically varied.

66. In a continuously variable power transmission, the combination of a driving member, a

driven member, an intermediate inertia, member, and a resilient connection between the intermediate member and the driven member, means operated by the driving member for alternately accelerating the inertia member ahead of the driven member thereby stressing the resilient `connection and releasing all connection between the driving member and the inertia member thereby permitting itAto decelerate and move back under the inuence of the stressed resilient connection, the inertia of the intermediate member and the stress-displacement characteristicl of the resilient connection being s'o correlated as to automatically adjust the torque of the driven shaft at any speed thereof to substantially the maximum possible for any power input to'the driving member whereby theeiective drive ratio may be automatically varied.

67. In acontinously variable power transmission, the combination of av driving member, a driven member, an intermediate inertia member, and a resilient connection between the intermediate member and the drivenmember, means including a one-way clutch having an oscillating driving member operated by the driving member for alternately'accelerating the inertia member ahead of the driven member therebyl stressing the resilient connection and releasing all connection'between the driving member and the inertia member thereby permitting it to vdecelerate and move back under the influence of the stressed resilient connection, whereby the l tive Vdrive ratio may be automatically varied.

69. In a continuously variable power transmission, the combination of a driving member, a I

driven member, an intermediate inertia member, and a resilient connection between the intermediate member and the driven member, means including a one-way clutch having an oscillatf ing driving member operated by the driving member for alternately accelerating the inertia member ahead of the driven member thereby stressing the resilient connectionl and releasing all connection between the driving member and the inertia member thereby permitting it to decelerate and move back under the influence of the stressed .resilient connection whereby the effecltive drive ratio may be automatically varied,

and control means for manually changing the direction of the one-way action of the clutch. l

70., In a continuously variable power transmission, the combination of a driving member, a driven member, an intermediate inertia member, and a resilient connection between the intermediate member and the driven member, means including a one-way clutch having anoscillating driving member operated by the driving member for alternately accelerating the inertia member ahead of the` driven member thereby stressing the resilient connection and releasing vall connection between the driving member and the inertia member thereby permitting it to decelerate and move back under the influence of the stressed resilient connection whereby the effective drive ratio may be automatically varied, and control means for manually changing the direction of the one-Way actiond ofl the clutch 

